---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 06/16/04: 25 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:47 AM - Permanent Magnet Alternator question (Dick Ripper) 2. 06:52 AM - Re: Permanent Magnet Alternator question (Jerzy Krasinski) 3. 07:03 AM - Re: Permanent Magnet Alternator question (Robert L. Nuckolls, III) 4. 07:05 AM - Re: Permanent Magnet Alternator question (Robert L. Nuckolls, III) 5. 07:13 AM - Re: 2 batteries, 1 alternator (Robert L. Nuckolls, III) 6. 08:09 AM - Re: Re: 2 batteries, 1 alternator (Brian Lloyd) 7. 08:23 AM - vexing comm problem () 8. 08:23 AM - NiMh battery testing (SportAV8R@aol.com) 9. 08:54 AM - Re: Re: 2 batteries, 1 alternator (SportAV8R@aol.com) 10. 09:12 AM - Re: vexing comm problem (Jon Finley) 11. 09:46 AM - Re: vexing comm problem (Brian Lloyd) 12. 10:14 AM - Re: Permanent Magnet Alternator question (Ken) 13. 11:27 AM - Starter engaged warning light (Dick Jordan) 14. 11:49 AM - Re: Starter engaged warning light (F1Rocket@comcast.net) 15. 11:58 AM - Re: NiMh battery testing (Brian Lloyd) 16. 01:02 PM - test message (Brian Lloyd) 17. 02:13 PM - Re: 11461 Hamby (Robert L. Nuckolls, III) 18. 02:48 PM - Adel Clamp Help () 19. 03:17 PM - Re: Re: 11461 Hamby (frequent flyer) 20. 03:44 PM - Re: NiMh battery testing (Kevin Horton) 21. 04:55 PM - Re: Adel Clamp Help (LRE2@aol.com) 22. 06:23 PM - Re: Permanent Magnet Alternator question (Dick Ripper) 23. 07:51 PM - Re: Ammeter shunts for EI VA-1 with dual alternators (Robert L. Nuckolls, III) 24. 10:14 PM - Re: Adel Clamp Help (Mickey Coggins) 25. 10:33 PM - Re: Adel Clamp Help (Werner Schneider) ________________________________ Message 1 _____________________________________ Time: 04:47:33 AM PST US From: "Dick Ripper" Subject: AeroElectric-List: Permanent Magnet Alternator question --> AeroElectric-List message posted by: "Dick Ripper" I have a John Deere Permanent Magnet Alternator and JD solid-state Regulator that I'm trying to wire up on my Corvair powered Midget Mustang. What protective devices should be installed and where in the circuit?? The JD schematic shows a fusible link tween the ignition switch and starter solenoid (where the Reg/Rec lead lands) and nothing on the two leads tween the alternator and Reg/Rec. Thanks, Dick ________________________________ Message 2 _____________________________________ Time: 06:52:05 AM PST US From: "Jerzy Krasinski" Subject: Re: AeroElectric-List: Permanent Magnet Alternator question --> AeroElectric-List message posted by: "Jerzy Krasinski" Dick, Could you email me a copy of the schematic? I got the controller on ebay with no documentation and I have few clues how to get it connected. Thank you, Jerzy ----- Original Message ----- From: "Dick Ripper" Subject: AeroElectric-List: Permanent Magnet Alternator question > --> AeroElectric-List message posted by: "Dick Ripper" > > I have a John Deere Permanent Magnet Alternator and JD solid-state Regulator that I'm trying to wire up on my Corvair powered Midget Mustang. > > What protective devices should be installed and where in the circuit?? The JD schematic shows a fusible link tween the ignition switch and starter solenoid (where the Reg/Rec lead lands) and nothing on the two leads tween the alternator and Reg/Rec. > > Thanks, Dick > > ________________________________ Message 3 _____________________________________ Time: 07:03:44 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Permanent Magnet Alternator question --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 07:46 AM 6/16/2004 -0400, you wrote: >--> AeroElectric-List message posted by: "Dick Ripper" > >I have a John Deere Permanent Magnet Alternator and JD solid-state >Regulator that I'm trying to wire up on my Corvair powered Midget Mustang. > >What protective devices should be installed and where in the circuit?? The >JD schematic shows a fusible link tween the ignition switch and starter >solenoid (where the Reg/Rec lead lands) and nothing on the two leads tween >the alternator and Reg/Rec. > >Thanks, Dick PM alternator systems have the same generic architecture. Wild frequency, unregulated PM alternator driving a triggered SCR variable-pass regulator. A typical system offered by Rotax is illustrated in Figure Z-16 of this document. http://www.aeroelectric.com/articles/Rev10/z10.pdf I suspect your proposed combination of components can be wired in a similar fashion to provide pilot controls plus overvoltage protection common to most aircraft. Bob . . . ________________________________ Message 4 _____________________________________ Time: 07:05:04 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Permanent Magnet Alternator question --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:51 AM 6/16/2004 -0500, you wrote: >--> AeroElectric-List message posted by: "Jerzy Krasinski" > > >Dick, > >Could you email me a copy of the schematic? I got the controller on ebay >with no documentation and I have few clues how to get it connected. > >Thank you, > >Jerzy Dick, If you're going to scan and e-mail this information to Jerzy, I'd like to see a copy too. Thanks! Bob . . . ________________________________ Message 5 _____________________________________ Time: 07:13:06 AM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Re: 2 batteries, 1 alternator --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" >Paul wrote: > > > * When operating on battery A what scheme can I use to keep B charged? > or vice versa? Just hook them both up to the alternator in parallel? You can operate as many batteries as your system design dictates by simply tying them in parallel to the bus during normal operations an separating them during times of alternator failure so that they can attend to separate tasks. These techniques are described in detail in literature you can download at: http://www.aeroelectric.com/articles/bat_iso2.pdf http://www.aeroelectric.com/articles/Rev10/z10.pdf (see figure Z-30 for details on adding a second battery to any existing single battery system) http://www.aeroelectric.com/Catalog/AEC/9005/9005-701B.pdf http://www.aeroelectric.com/articles/lvwarn/LVWarn-ABMM.html http://www.aeroelectric.com/articles/lvwarn/9021-620.pdf Bob . . . ________________________________ Message 6 _____________________________________ Time: 08:09:34 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: Re: 2 batteries, 1 alternator --> AeroElectric-List message posted by: Brian Lloyd Robert L. Nuckolls, III wrote: > You can operate as many batteries as your system design dictates > by simply tying them in parallel to the bus during normal operations > an separating them during times of alternator failure so that they > can attend to separate tasks. Here is how you do this automatically: http://www.yandina.com/c150Info.htm But I have found that in the case of having two batteries, you probably want them to behave differently. One battery will be to start your engine and needs to be a flooded-cell or AGM. Your standby battery probably needs to be a high-capacity deep-cycle device which implies a gell-cell. These batteries need to charge differently with FC/AGM batteries wanting a higher absorption charge voltage and a lower float charge voltage than do gel-cells. This is where something like the EL512 from Ample Power (http://www.amplepower.com/products/elim/index.html) is so nice. It will do the right thing for your gel-cell and keep it happy. The biggest problem sealed batteries have is overcharging, especially when it is warm. -- Brian Lloyd 6501 Red Hook Plaza brianl@lloyd.com Suite 201 http://www.lloyd.com St. Thomas, VI 00802 +1.340.998.9447 (voice) +1.360.838.9669 (fax) There is a time to laud one's country and a time to protest. A good citizen is prepared to do either as the need arises. ________________________________ Message 7 _____________________________________ Time: 08:23:27 AM PST US From: Subject: AeroElectric-List: vexing comm problem --> AeroElectric-List message posted by: 6/16/2004 Hello Brian Lloyd, and Other Willing Experts, I have a vexing problem with the VHF comm portion of my Garmin 430 installed in my KIS TR-1 that I'd like some help with. Here is the fundamental problem scenario: 1) Start engine, talk to ground control (121.8) using Lightspeed headset, pilot's push to talk button, and pilot's headset jacks. Everything works normally so taxi out and make engine run up. 2) Engine run up complete, switch to tower (133.1), try to talk using same arrangement as in 1). The result is a machine gun like sound when I key the transmitter -- impossible to transmit coherently. (Rapid intermittent making and breaking of ground contact for PTT?). Receiver works OK. 3) Put on copilot's headset (David Clark) which is plugged into copilot's jacks, use copilot's push to talk button and transmit clearly to tower to request and receive take off clearance. 4) On some rare occasions (tower is familiar with the problem) I get take off clearance without going to step 2), I take off, switch to departure control (120.82 or 124.65)and have clear communications both directions with departure control using the equipment in 1). 5) Upon return to home field at the end of a flight where the equipment in 1) above has worked fine on other frequencies I switch to 133.1 and get the machine gun effect again when I key the transmitter -- impossible to transmit coherently. I can solve the problem by using step 3). Here is what has been tried in the way of trouble shooting or problem solving. A) Switched headsets between pilot's and copilot's jacks -- problem remains. B) Extensively worked over pilot's headset jacks to eliminate any intermittent problems that might exist. C) Extensively worked over pilots PTT circuit (not button itself) to ensure good continuity. The baffling thing seems to be that the only two common items that don't go away or can not be changed are the frequency of 133.1 and the pilot's PTT button. When ever these two are combined regardless of what ever else is changed this machine gun transmit problem may, but not in every instance, exist. VHF comm antenna is a Bob Archer antenna mounted inside the fuselage side aft of the copilot's seat. Any thoughts? Thanks for your help. 'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - 11/17/03 ________________________________ Message 8 _____________________________________ Time: 08:23:59 AM PST US From: SportAV8R@aol.com Subject: AeroElectric-List: NiMh battery testing 0.5 MIME_BASE64_LATIN RAW: Latin alphabet text using base64 encoding 1.0 MIME_BASE64_TEXT RAW: Message text disguised using base64 encoding --> AeroElectric-List message posted by: SportAV8R@aol.com Bob: I recently re-read your landmark article, "Just How Bad Can a Flashlight Battery Be?" and it got me to thinking about the less-than-stellar performance I have gotten from the "2250 mAh" NiMh batteries I ordered from an eBay supplier this year. Although they seem to work okay for ANC headset and small GPS use, the kids are complaining that they only last 20 minutes in their CD players, etc, and I am seeing an immediate low battery warning using freshly-charged cells in my Icom A-5 Sport due to the nominal cell voltage of 1.2v. I decided to replicate your battery-killer experiment to determine just how many electrons are in these little critters. While I do not have access to computerized A/D voltage / time plots, I was able to rig a 5 ohm load (3 15-ohm gold band 5% 1/4w resistors in parallel across a single AA cell, with a Radio Shack DVM across the load resistor to track voltage.) Some problems were apparent with this test fixture, namely, inaccurate Ohm's law calculations for the measured parameters. I measured a nominal under-load V of 1.254v, with a series current measurement of 181 mA into a load that should be 5 ohms +/- 5%, and measures 5.2 ohms on the digital meter. These I and R values yield a claculated current of 261 mA, so some aspect of the Radio Shack meter is clearly out of spec. I suspect the voltage meaasurement is the most accurate, and I trust the color codes and tolerances on these new metal film resistors, so maybe it's the current function on the meter that is "off." I can try to measure that independently at a later date. Right now I do not have access to a Wheatstone bridge for accurate R measurement. I "killed" my first NiMh last night (the second one is under test as I write). The depletion from 1.306 volts to 1 volt took just under 6 hours. Figuring a 1.2 volt average (for the flat portion of the curve) and a current of 240 mA calculated (181 mA measured), it delivered at best 1440 of its rated 2250 mAh. Very disappointing, but I don't know if that is due to the mAh rating being derrived at a different discharge rate, or if it's what one should expect from a Chinese battery sold new on eBay. Its markings are "Powerizer" "professional for digital camera" 2250mAh 1.2 v NiMH. Is this congruent with your experience? Further experiments with different load resistances are planned; I will post them when available. -Bill Boyd RV-6A ________________________________ Message 9 _____________________________________ Time: 08:54:50 AM PST US From: SportAV8R@aol.com Subject: Re: AeroElectric-List: Re: 2 batteries, 1 alternator --> AeroElectric-List message posted by: SportAV8R@aol.com In a message dated 6/16/2004 11:08:40 AM Eastern Daylight Time, brianl@lloyd.com writes: > But I have found that in the case of having two batteries, you probably want them to behave differently. One battery will be to start your engine and needs to be a flooded-cell or AGM. Your standby battery probably needs to be a > high-capacity deep-cycle device which implies a gell-cell. Brian, I predict you are about to hear how a starved electrolyte RG battery will serve well in both applications. Okay, I just fulfilled my own prediction, didn't I? ;-) -Bill B do not archive ________________________________ Message 10 ____________________________________ Time: 09:12:24 AM PST US From: "Jon Finley" Subject: Re: AeroElectric-List: vexing comm problem --> AeroElectric-List message posted by: "Jon Finley" Have you tried asking the FAA to change the tower frequency?? :-) Jon do not archive ---------- Original Message ---------------------------------- From: >--> AeroElectric-List message posted by: > >6/16/2004 > >Hello Brian Lloyd, and Other Willing Experts, I have a vexing problem with the VHF comm portion of my Garmin 430 installed in my KIS TR-1 that I'd like some help with. Here is the fundamental problem scenario: > >1) Start engine, talk to ground control (121.8) using Lightspeed headset, pilot's push to talk button, and pilot's headset jacks. Everything works normally so taxi out and make engine run up. > >2) Engine run up complete, switch to tower (133.1), try to talk using same arrangement as in 1). The result is a machine gun like sound when I key the transmitter -- impossible to transmit coherently. (Rapid intermittent making and breaking of ground contact for PTT?). Receiver works OK. > >3) Put on copilot's headset (David Clark) which is plugged into copilot's jacks, use copilot's push to talk button and transmit clearly to tower to request and receive take off clearance. > >4) On some rare occasions (tower is familiar with the problem) I get take off clearance without going to step 2), I take off, switch to departure control (120.82 or 124.65)and have clear communications both directions with departure control using the equipment in 1). > >5) Upon return to home field at the end of a flight where the equipment in 1) above has worked fine on other frequencies I switch to 133.1 and get the machine gun effect again when I key the transmitter -- impossible to transmit coherently. I can solve the problem by using step 3). > >Here is what has been tried in the way of trouble shooting or problem solving. > >A) Switched headsets between pilot's and copilot's jacks -- problem remains. > >B) Extensively worked over pilot's headset jacks to eliminate any intermittent problems that might exist. > >C) Extensively worked over pilots PTT circuit (not button itself) to ensure good continuity. > >The baffling thing seems to be that the only two common items that don't go away or can not be changed are the frequency of 133.1 and the pilot's PTT button. When ever these two are combined regardless of what ever else is changed this machine gun transmit problem may, but not in every instance, exist. > >VHF comm antenna is a Bob Archer antenna mounted inside the fuselage side aft of the copilot's seat. > >Any thoughts? Thanks for your help. > > >'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - 11/17/03 ________________________________ Message 11 ____________________________________ Time: 09:46:47 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: vexing comm problem --> AeroElectric-List message posted by: Brian Lloyd bakerocb@cox.net wrote: > switch to tower (133.1), try to talk using same arrangement as in 1). > The result is a machine gun like sound when I key the transmitter -- > impossible to transmit coherently. (Rapid intermittent making and > breaking of ground contact for PTT?). Receiver works OK. ... > > VHF comm antenna is a Bob Archer antenna mounted inside the fuselage > side aft of the copilot's seat. > > Any thoughts? Thanks for your help. This sounds like the classic problem of RF feedback into the mic circuit. Here are some questions that will help verify the problem: 1. If you tune to some frequency near 133.1 (but unused so you don't interfere with the tower) and key the transmitter with the headset unplugged, do you still have the problem? (Use a handheld to listen to your own signal.) 2. Do you still have the problem if you plug an old hand-mic in to the pilot's side? 3. Do you still have the problem if you switch headsets? If the problem stays with your lightspeed headset, you should look to solving the problem there. If the problem stays with the pilot's side no matter what you plug in you need to deal with shielding, bypassing, and other interference suppression techniques. So here are the ways to try to fix the problem: 1. add ferrite beads to the mic audio and PTT lines; 2. add .01 uF capacitors from mic audio and PTT lines to ground at both ends of the mic-to-transmitter line; 3. move the transmitting antenna. It would also probably help to get your antenna farther away. How hard would it be to move the comm antenna into the vertical stab or at least farther away in the empenage? -- Brian Lloyd 6501 Red Hook Plaza brianl@lloyd.com Suite 201 http://www.lloyd.com St. Thomas, VI 00802 +1.340.998.9447 (voice) +1.360.838.9669 (fax) There is a time to laud one's country and a time to protest. A good citizen is prepared to do either as the need arises. ________________________________ Message 12 ____________________________________ Time: 10:14:56 AM PST US From: Ken Subject: Re: AeroElectric-List: Permanent Magnet Alternator question --> AeroElectric-List message posted by: Ken These are available at http://home.hiwaay.net/~langford/corvair/dynamo.html Ken Robert L. Nuckolls, III wrote: >--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" > >At 08:51 AM 6/16/2004 -0500, you wrote: > > >>--> AeroElectric-List message posted by: "Jerzy Krasinski" >> >> >>Dick, >> >>Could you email me a copy of the schematic? I got the controller on ebay >>with no documentation and I have few clues how to get it connected. >> >>Thank you, >> >>Jerzy >> >> > > > Dick, > > If you're going to scan and e-mail this information to Jerzy, I'd > like to see a copy too. Thanks! > > Bob . . . > > ________________________________ Message 13 ____________________________________ Time: 11:27:06 AM PST US From: "Dick Jordan" Subject: AeroElectric-List: Starter engaged warning light 2.0 DATE_IN_FUTURE_06_12 Date: is 6 to 12 hours after Received: date --> AeroElectric-List message posted by: "Dick Jordan" I would like to incorporate a warning light on my panel which will light up when my Sky Tec starter is engaged.My initial thought was to use an LED light as sold by E.I. instruments, and to connect this to the # 6 AWG power output from my Starter Solenoid. Questions : Is the hookup ( as above ) correct ? Size of wire from the Solenoid to the LED ? Use Fusible link or no ? Will LED light hold up ? Am I missing something ? Any info you fellows can provide this electron challenged builder is appreciated. Thanks, Dick Jordan RV 8 Finishing N 888BZ Reserved ________________________________ Message 14 ____________________________________ Time: 11:49:36 AM PST US From: F1Rocket@comcast.net Subject: Re: AeroElectric-List: Starter engaged warning light --> AeroElectric-List message posted by: F1Rocket@comcast.net Dick, Refer to the wiring diagrams on my website. I have a LED that is on when the starter is engaged. You need a resistor and a diode in the circuit. My diagrams for "Starter" and "Power" show the completed circuit. In short, you need a 220 OHM, 1/2 watt resistor at the lead wire where it connects to your starter solenoid to protect the wire. You also need a 1 AMP, 30 AMP surge type diode across the LED leads to protect the LED. Pay attention to the orientation of the diode in relation to the anode and cathode leads of the LED. http://f1rocket.home.comcast.net/WiringDiagrams.html Randy F1 Rocket > --> AeroElectric-List message posted by: "Dick Jordan" > > I would like to incorporate a warning light on my panel which will light up when > my Sky Tec starter is engaged.My initial thought was to use an LED light as sold > by E.I. instruments, and to connect this to the # 6 AWG power output from my > Starter Solenoid. > > Questions : > Is the hookup ( as above ) correct ? > Size of wire from the Solenoid to the LED ? > Use Fusible link or no ? > Will LED light hold up ? > Am I missing something ? > > Any info you fellows can provide this electron challenged builder is > appreciated. > > Thanks, > Dick Jordan > RV 8 Finishing > N 888BZ Reserved > > > > > > ________________________________ Message 15 ____________________________________ Time: 11:58:40 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: NiMh battery testing --> AeroElectric-List message posted by: Brian Lloyd SportAV8R@aol.com wrote: > I "killed" my first NiMh last night (the second one is under test as > I write). The depletion from 1.306 volts to 1 volt took just under 6 > hours. Figuring a 1.2 volt average (for the flat portion of the > curve) and a current of 240 mA calculated (181 mA measured), it > delivered at best 1440 of its rated 2250 mAh. Very disappointing, My experience is that these NiMH batteries are all over the map. Many do not seem to meet their published specs while others are very good. I think you need to cook up a test jig to test actual capacity and then build up batteries out of individual cells with similar capacities. You might also want to run them through several charge/discharge cycles to see if their capacity increases. My experience with NiMH battery packs in handheld radios is that they don't reach full capacity until you go through several full charge/discharge cycles. -- Brian Lloyd 6501 Red Hook Plaza brianl@lloyd.com Suite 201 http://www.lloyd.com St. Thomas, VI 00802 +1.340.998.9447 (voice) +1.360.838.9669 (fax) There is a time to laud one's country and a time to protest. A good citizen is prepared to do either as the need arises. ________________________________ Message 16 ____________________________________ Time: 01:02:31 PM PST US From: Brian Lloyd Subject: AeroElectric-List: test message --> AeroElectric-List message posted by: Brian Lloyd I just posted a message about battery types and the Matronics SPAM filter sent it back saying it was SPAM. (It wasn't.) This is a test to see if perhaps my email address is blocked now for some reason. -- Brian Lloyd 6501 Red Hook Plaza brianl@lloyd.com Suite 201 http://www.lloyd.com St. Thomas, VI 00802 +1.340.998.9447 (voice) +1.360.838.9669 (fax) There is a time to laud one's country and a time to protest. A good citizen is prepared to do either as the need arises. ________________________________ Message 17 ____________________________________ Time: 02:13:03 PM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Re: 11461 Hamby --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" > >Comments/Questions: Hey Bob I was introduced to Adel Clamps in 1940. At >that time they were so well established that this type of clamp was then >called "Adel". >Must of started some time in the thirtys or before. According to their website, they've been around since 1938. See http://www.adelwiggins.com/ProdDtlPrint.cfm?pid=108 Bob . . . ----------------------------------------- ( Experience and common sense cannot be ) ( replaced with policy and procedures. ) ( R. L. Nuckolls III ) ----------------------------------------- ________________________________ Message 18 ____________________________________ Time: 02:48:33 PM PST US From: Subject: AeroElectric-List: Adel Clamp Help --> AeroElectric-List message posted by: AeroElectric-List message previously posted by: "James Foerster" <> 6/16/2004 Hello Jim, Here is a faster more elegant, attractive, efficient, effective, durable, and a bit more expensive solution: 1) Purchase some stainless steel 10 X 32 hex socket drive cap screws either 3/4 or one inch long from Microfasteners. <> 2)Purchase some AN363C-1032 stainless steel all metal stop nuts from Aircraft Spruce. 3) Buy one of the small Chapman tool sets that has all the hex insert sizes, handles, extensions, ratchets, etc. that makes using hex socket drive screws an absolute joy. A cordless screwdriver only adds to the pleasure. 4) Use a small, long needle nose Vise Grip pliers to hold the Adel clamp ends together while you insert the cap screws and get the nuts started. OC (Hating Phillips head screws for the last 54 years) PS: Once you have experienced working with hex socket head drive cap and button head screws with the proper tools you will never be happy using Phillips head screws again. If you are in need of stainless steel, flat head, 100 degree countersink, 6 lobe (Torx) drive screws, then Microfasteners can provide those too. ________________________________ Message 19 ____________________________________ Time: 03:17:12 PM PST US From: frequent flyer Subject: Re: AeroElectric-List: Re: 11461 Hamby --> AeroElectric-List message posted by: frequent flyer HMMMM, That's exactly how long I've been around! Jack do not archive --- "Robert L. Nuckolls, III" wrote: > --> AeroElectric-List message posted by: "Robert L. > Nuckolls, III" > > > > > >Comments/Questions: Hey Bob I was introduced to > Adel Clamps in 1940. At > >that time they were so well established that this > type of clamp was then > >called "Adel". > >Must of started some time in the thirtys or before. > > According to their website, they've been around > since > 1938. See > http://www.adelwiggins.com/ProdDtlPrint.cfm?pid=108 > > > Bob . . . > > > ----------------------------------------- > ( Experience and common sense cannot be > ) > ( replaced with policy and procedures. > ) > ( R. L. Nuckolls III > ) > > ----------------------------------------- > > > > - > Contributions > any other > Forums. > > http://www.matronics.com/chat > > http://www.matronics.com/subscription > http://www.matronics.com/FAQ/AeroElectric-List.htm > http://www.matronics.com/archives > http://www.matronics.com/photoshare > http://www.matronics.com/emaillists > > > > > > __________________________________ http://mobile.yahoo.com/maildemo ________________________________ Message 20 ____________________________________ Time: 03:44:39 PM PST US From: Kevin Horton Subject: Re: AeroElectric-List: NiMh battery testing --> AeroElectric-List message posted by: Kevin Horton >--> AeroElectric-List message posted by: Brian Lloyd > >You might also want to run them through several charge/discharge >cycles to see if their capacity increases. My experience with NiMH >battery packs in handheld radios is that they don't reach full >capacity until you go through several full charge/discharge cycles. > The Motorola NiMH batteries in my cell phone had very little perceived capacity when I first got the phone. I almost returned the phone, as I was extremely disappointed with the battery life. But the batteries' perceived capacity increased about four-fold after several discharge-charge cycles. -- Kevin Horton RV-8 (finishing kit) Ottawa, Canada http://go.phpwebhosting.com/~khorton/rv8/ ________________________________ Message 21 ____________________________________ Time: 04:55:43 PM PST US From: LRE2@aol.com Subject: Re: AeroElectric-List: Adel Clamp Help --> AeroElectric-List message posted by: LRE2@aol.com My experience with hex drive button head screws leads me to passing on another view. I have found them to be VERY unreliable and that they strip out with annoying regularity. When they do strip out, they are the Devils own to replace with a FAR MORE RELIABLE Phillips. 10X32 cap screws are fine. Anything smaller, or button heads, NOT ON MY AIRPLANE! Stick to the industry standard. You will have less sweat on your brow. LRE ________________________________ Message 22 ____________________________________ Time: 06:23:11 PM PST US From: "Dick Ripper" Subject: Re: AeroElectric-List: Permanent Magnet Alternator question --> AeroElectric-List message posted by: "Dick Ripper" Ken/Bob, I used "c" terminal of the switch connected to the starter solenoid. Reg/rec has very small numbers on the terminals. Let me know what you decide on how to protect it? Dick ----- Original Message ----- From: "Ken" Subject: Re: AeroElectric-List: Permanent Magnet Alternator question > --> AeroElectric-List message posted by: Ken > > These are available at > http://home.hiwaay.net/~langford/corvair/dynamo.html > > Ken > > Robert L. Nuckolls, III wrote: > > >--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" > > > >At 08:51 AM 6/16/2004 -0500, you wrote: > > > > > >>--> AeroElectric-List message posted by: "Jerzy Krasinski" > >> > >> > >>Dick, > >> > >>Could you email me a copy of the schematic? I got the controller on ebay > >>with no documentation and I have few clues how to get it connected. > >> > >>Thank you, > >> > >>Jerzy > >> > >> > > > > > > Dick, > > > > If you're going to scan and e-mail this information to Jerzy, I'd > > like to see a copy too. Thanks! > > > > Bob . . . > > > > > > ________________________________ Message 23 ____________________________________ Time: 07:51:42 PM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Re: Ammeter shunts for EI VA-1 with dual alternators --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" >Comments/Questions: Bob, > >I'm planning to employ your Z-13 architecture for my RV-8A, and Z-13 shows >two shunts: one to monitor each alternator (in my case, a B&C L-40 and an >SD-8). I have an Electronics International (EI) VA-1 instrument >calibrated to an EI S-50 external shunt (50 amp, 50mv). > > From reading your FAQs, it appears that I will need to purchase a second > S-50, and a switch, in order to monitor either the L-40 or the SD-8 separately. Correct > I won't be able to monitor the combined, total load of both alternators > on my single VA-1, if they are both enabled. Why would you enable them both? The main alternator should be able to carry 100% of system continuous loads plus some headroom for charging a battery. The only time you'd need to run the SD-8 is when the big alternator is not available. > Is this correct, or is there possibly a way to use a single S-50 shunt > to monitor both alternators (48 amp total), or a 40-amp shunt plus a > 10-amp shunt connected in some way to a single VA-1? I'd use two shunts and a switch . . . and if you SHOULD run them both, just add the two values together. Since the VA-1 reads 50A at 50 mv, you need to stay with a 50A shunt for BOTH alternators so that the instrument reads correctly for either alternator. Bob . . . ----------------------------------------- ( Experience and common sense cannot be ) ( replaced with policy and procedures. ) ( R. L. Nuckolls III ) ----------------------------------------- ________________________________ Message 24 ____________________________________ Time: 10:14:09 PM PST US From: Mickey Coggins Subject: Re: AeroElectric-List: Adel Clamp Help --> AeroElectric-List message posted by: Mickey Coggins I've never tried the hex drives, but the torx heads really work well. I can't figure out why people use phillips heads any more. Torx are very popular in Europe, and you can find them used in lots of applications that used to be the domain of phillips head screws. Besides not stripping, ever, is the super advantage of not having to put pressure on the screw along the longitudinal axis when inserting or removing the screw. I have purchased a bunch of torx screws from microfasteners and use them everywhere. Unfortunately they only have a pretty limited range of lengths. Mickey >My experience with hex drive button head screws leads me to passing on >another view. I have found them to be VERY unreliable and that they strip out with >annoying regularity. When they do strip out, they are the Devils own to >replace with a FAR MORE RELIABLE Phillips. > 10X32 cap screws are fine. Anything smaller, or button heads, NOT ON MY >AIRPLANE! >Stick to the industry standard. You will have less sweat on your brow. > LRE -- Mickey Coggins http://www.rv8.ch/ #82007 QB Wings/Fuselage ________________________________ Message 25 ____________________________________ Time: 10:33:44 PM PST US From: "Werner Schneider" Subject: Re: AeroElectric-List: Adel Clamp Help --> AeroElectric-List message posted by: "Werner Schneider" Fair enough, each on his own experience, after replacing many Philips because of worn out heads, all my service openings are with button head screws and I'm loving it, no problems for the 9 month I have them. Werner (Glastar HB-YKP with around 150 button heads) do not archive ----- Original Message ----- From: Subject: Re: AeroElectric-List: Adel Clamp Help > --> AeroElectric-List message posted by: LRE2@aol.com > > My experience with hex drive button head screws leads me to passing on > another view. I have found them to be VERY unreliable and that they strip out with > annoying regularity. When they do strip out, they are the Devils own to > replace with a FAR MORE RELIABLE Phillips. > 10X32 cap screws are fine. Anything smaller, or button heads, NOT ON MY > AIRPLANE! > Stick to the industry standard. You will have less sweat on your brow. > LRE > >